Crankless diesel engine



-March 7, 1939. F. J. FETTE 2,149,591

CRANKLESS DlESEL ENGINE Filed Oct. 7, 1935 3 Sheets-Sheet 1 INVENTOR. 72 7 fiM/VK J FfTTf,

( 44. 63 BY W my My. m i v ATTORNEYS.

March 7, 1939. F. J. FETTE 2,149,591

CRANKLESS DIESEL ENGINE Filed 001.. 7, 1935 3 Sheets-Sheet 2 INVENT OR.fie/41w: J FETIE,

. ATTORNEYX March 7, 1939. F FETTE 2,149,591

CRANKLESS DIESEL ENGINE Filed Oct. '7, 1935 3 Sheets-Sheet 3 /Z Q23) E7V 2 j 2 2 :4 s 32 4 47 IN VENTOR.

ATTORNEY.

Patented Mar. 7, 1939 UNITED STATES 3 Claims.

My invention relates to internal. combustion engines and more especiallyto engines of that character in which the motive force is trans mittedby means of a piston element bearing against an endless cam track insuch a way that the reciprocating motion of the piston is transformedinto a rotary motion.

It has been proposed to utilize this principle in internal combustionengines wherein the endless cam track is stationary and the cylinderrotates. one object of my invention is to simplify and increase theeniciency of engines operating upon the principle above explained byproviding the cylinder as the stationary structure and providing theendless cam track as a part of the rotary structure.

My invention also relates to engines of the Diesel type; that is,engines in which a body of air is compressed to such a high degree thatits temperatureis raised sufficiently to ignite the fuel, usually aheavy fuel oil, which is injected into the highly compressed air at orslightly after the instant of greatest compression.

My invention also relates to engines of the two-stroke cycle type and afurther object is to provide the highly compressed air by means ofsimple construction permitted by utilizing the same cam track foroperating a plunger in an air-compression cylinder forming part of thestationary structure along with the power cylinder.

Afurther object of my invention is to provide for governing the amountof each fuel injection. 7

Other objects will appear in the course of the following descriptionillustrated by the accompanying drawings in which:

Fig. 1 is a front elevation of an engine embodying my invention;

Fig. 2 is a side elevation of the same;

Fig. 3 is a vertical cross-section on the line 3-3 of Fig. 2 on anenlarged scale showing the detailed constrution of the governor;

Fig. 4 is a horizontal section of the governor on the line 4-4 of Fig.3;

Fig. 5 is a vertical front-to-rear section on the line 5-5 of Fig. 1; II

Fig. 6 is a vertical cross-section on the line 6-6 of Fi 5;

Fig. 7 is a partial horizontal section on the line 1-1 of Fig. 5.

In the example of my invention disclosed herein a base i has a pair oftransversely spaced pedestals 2 near its front end which pedestals arejoined by a transverse portion 3 intermediate of their height. This basehas near its rear end midway of its width a pedestal 4 in the top ofwhich is a bearing 5 for the horizontal main shaft 6.

The stationary cylinder structure comprises the diametrically opposedpower cylinders l which are continuous with each other at the center ofthe structure, and the air-compres-- sion cylinders 8 which are alignedon the center of the structure at right angles to the power cylinders 1with inner closed ends formed by portions of the walls of the powercylinders.

This cylinder structure is supported on the pair of front pedestals 2;having brackets 9 fixed to the tops of the respective pedestals byscrews Ill, as best seen in Figs. 1 and 2, and also having the bottomfront part of the structure secured to the transverse junction portion 3by screws II. The cylinder structure thus extends backward from thepedestals 2; and it is so positioned that the center lines of the twopairs of cylinders l and 8 cross on the projected center line of themain shaft 5 which has its front end portion turning in a bearing [2projecting rearwardly from the stationary cylinder structure.

The endless cam structure comprises a rim l3 mounted on the front of therim portion of a disk M which has a hub l5 secured to the shaft 6 by akey I6 between the two bearings 5 and I2. The rim l3 has the inwardlyprojected annular rear flange l1; and an annular flange member I8 isfixed to the front of the rim l3 and projects inwardly leaving a spacebetween it and the rear flange H. The inner edges of these flangeportions I1 and I8 are circular and concentric with the shaft 6; and thecylinders l and 8 are so proportioned that they merely have a suitableclearance between them and these inner flange edges. These flangemembers I! and l 8 have formed in their inner mutually facing sides theendless cam grooves l9 and 20 respectively. The power pistons 2| in thepower cylinders l havestems 22 and the air-compression plungers 23 inthe compression cylinders 8 have stems 24; these stems 22 and 24projecting through the outer ends of the respective cylinders into thespace between the flange members I! and IS with transverse pins 25 and26 respectively journaled in their outer end portions with 50projections from their opposite sides on which are fixed rollers 2'5 and28 respectively which bear in the cam grooves 19 and 28. The powercylinders l have guides 22a for the piston stems 22, and the aircylinders 8 have guides 24a for the plunger stems 24, extending outbetwen the flange members i! and I8.

The cam grooves l9 and 20 of the flange memhers I! and 58 are of anelliptical shape, modified in that opposite portions 29 on the minoraxis curve slightly inwardly and then outwardly symmetrically to thisminor axis; the remainder of the extent being made up of circular arcs30 continuous with these inwardly curved portions 29 and symmetrical tothe major axis. It will be understood that the major and minor axescross on the projected center line of the shaft 6 where the center linesof the cylinders cross as before explained; and that the cam grooves l9and 23 have their above-described formations coinciding so that bothgroovesreceive the respective rollers 21 and 28 accurately at all pointsthroughout their extents.

The stationary cylinder structure includes a water jacket 3! whichsurrounds the four cylinports for admission of air and fuel and forexhaust of the combustion gases.

Each air-compression cylinder 8 has one of the above air ports 32 andone of the power cylinders 1 has one of the above air ports 33. Thecompression cylinder ports 32 are at the inner ends of the respectivecylinders 8 and the power cylinder port 33 is so located that it will beuncovered by the power piston 2i only when this piston is at the outerend of its stroke. The ports 32 and the port 33 are connected by aU-shaped conduit 34 on the front of the front water jacket wall. An airchamber 35 has a connection 36 to this conduit; and a check valve 31 isarranged to admit air to the chamber 35 but prevent escape of airtherefrom.

The exhaust port 33 formed through one of the extensions above mentionedleads from the other power cylinder at such a location that it isuncovered by the other power piston 2! only when this piston is at theouter end of its stroke. An exhaust pipe 39 leads from this port 38 atthe front and it will be understood that it may be connected to anysuitable means for disposing of the exhaust gases. in through theremaining-one of the above-mentioned extensions at the center of thecylinder structure; at which point it willbe unobstructed by the powerpistons 2| when these pistons are at the inner ends of their strokeswith a clearance between them which forms the space wherein occurs thecombustion of the fuel admitted from the pipe 40. r we The rim I3 issecured to the disk.l4 and the front flange structure I8 is secured tothe rim l3 by transverse bolts 4!. It will be seen that this rotorstructure forms the fly wheelof the engine. When the rollers 21 of thepower pistons 2! are at the innermost points of the inwardlycurvedportions 23 of the cam grooves l9 and 23 the power pistons 2i willbe at the inner ends of their strokes. The compression pistons will beat the outer ends of their strokes at this time with their rollers 28 onthe major axis of he cam groove formation. It may be considered how thatthe power pistons 2i have compressed a body of air between them and thatfuel is injected through the pipe 48 to be ignited by the heat of thecompressed air. The

The fuel inlet pipe 45) leads' momentum of the fly wheel structure willhave carried the innermost points of the portions 29 slightly past therollers 27 so that these rollers will be bearing on outwardly recedingportions of the outer walls of the cam grooves and will thus impartfurther rotative force to the fly wheel structure throughout a quarterrevolution until the power piston rollers 2i reach the major axis. Untilthis time the air inlet port 33 and exhaust port 38 will be covered andclosed by the power pistons 2| which have the usual sealing rings 42;and the compression plungers 23 will be moved inwardly as the camrotates the points of its major axis away from these rollers and bringsto them the inwardly curved parts 29. Thus during an expansion stroke ofthe power pistons the compression pistons will be given a compressionstroke which will compress a charge of air in the spaces at the innerends of the compression cylinders 8 and in the ports 32, conduit 34,connection 36 and air chamber 35. This air chamber is provided tosufiiciently enlarge this space to avoid excessive compression of thischarge of air; it being understood that this air is compressed onlysufficiently to enable it to readily enter the power cylinders as theair inlet port 33 is uncovered. This will occur just as the compressionis completed; and as the exhaust port 38 also is uncovered at thisinstant the gases of combustion will escape therethrough by expansionand also under the action of the incoming charge of fresh air throughports 33.

The momentum of the fly wheel structure now will continue the rotationso that the rollers 28 of the compression pistons 23 will be acted uponby the inner walls of the cam grooves where they curve outwardly fromthe minor axis in the cam portions 29 the cams continuing to withdrawthe plungers 23 for the next quarter revolution until the major axisportions of the cams have reached the rollers 28. Very soon after thisaction commences the power piston 1 will have covered the power cylinderair inlet port 33 and the suction now created will open the check valve31 so that atmospheric air is drawn into the air-compression cylindersduring this quarter revolution. At the beginning of the next quarter theair-compression pistons 23 will cover the ports 32 and the check valve31 will close under the increased pressure and another cycle will beginwith compression of air; the power pistons having their expansion strokeafter admission and ignition of fuel as previously described.

The fuel inlet pipe 40 leads from the fuel pump '43 which is located onthe front of the rear pedestal 4; the pipe 40 curvingto one side of thefly wheel and front pedestal structures to extend up along the front ofthe engine to its cylinder entrance at the center of the front. As hereshown the fuel pump 43 comprises a vertical cylinder in which fits aplunger 44 below which a pipe 45 leads down to a horizontal valvechamber 46 from the front end of which the pipe 43 leads to thecylinders. A pipe 4'! leads into the rear end of this chamber 43; beingunderstood to lead from a suitable fuel supply device not shown. Thecheck valves 48 and 49 open forwardly in the chamber 43; the valve 48between pipe 41 and pipe 45 and the valve 49 between pipe 45 and pipe40; so that valve 48 opens and valve 49 closes as plunger 44 rises todraw fuel into the cylinder 43 and pipe 45. Then, as plunger 44descends, rear valve 48 closes and front valve 49' opens and admits thefuel to the power cylinders. The plunger 44 has an upwardly extendedstem 50, on the upper end of whichris the fork A helical spring52surroun-ds the stem 50 between the cylinder 53. and the fork 5i andforces the plunger 44 upwardly. Guides 53 extending forwardly from therear pedestal 45 straddle the fork 5| and this fork has journaled in ita roller 54.

The hub I5 of the fly wheel structure previously described has a hollowcylindrical rearward extension 55 concentric with the shaft 5; and theroller 54 bears upward against the exterior of this extension by thepressure of the spring 52. Inside this hollow extension 55 a ring 55 ismounted to turn on the shaft 9 and has opposite extended segments 51 asbest seen in Figs. 3 and 4 which have respective rearwardly projectedcam ribs 58 which are eccentric to the shaft 5. These ribs 58 supportcam blocks 59 which are mounted to slide radially in the shell of thehollow extension 55 at opposite sides thereof and have slots in whichthe cam ribs 58 fit snugly but slidably. These ribs 58 being eccentric,aturning of their supporting ring 56 on the shaft 6 relative to the hubextension 58 which is fixed on the shaft results in sliding the camblocks 59 inwardly or outwardly. Weight members 59 are located atopposite sides of the hub i 5 each with one end pivoted to the hub at 6!from which the weight member curves around the hub. Therother end ofeach weight member has a fork 62 through which extends a respective rod63 with a roller 64 bear-. ing on the outer surface of the fork 52. Therods 63 extend through openings in the shell of the hollow extension 55and have their inner ends pivoted to the ring 55 at 54. Each rod has ahelical spring 65 surrounding it between a shoulder 66 on the'rod and abushing nut 9! threaded in the opening of the shell around the rod 63.By screwing this bushing nut 61 inward or outward the spring 65 may bemore or less compressed to more or less resist the outward swinging ofthe respective weight 59 under centrifugal action. The parts are soproportioned that when the weights 69 are at their innermost positionsthe springs 65 acting through the rods 53 are permitted to rotate thering 55 so that the cam ribs 58 project the cam blocks 59 farthestoutward. Increase of speed and consequent outward swinging of theweights 59 pulling outward on the rods 53 results in rotation of thering 55 so that the cam ribs 58 draw the cam blocks 59 inward.

The roller 54 on the fuel pump plunger stem being in the path of the camblocks 59 is engaged by these cam blocks which force the plunger 54downward to inject fuel into the cylinders. The degree of downwardstroke of the plunger 55 will be greater or less accordingly as the camblocks 59 are more or less extended. Thus increased speed of the enginedecreases the amount of fuel supply so that the speed of the engine maybe governed within close limits which will be determined by adjustmentof the pressure of the springs 95 by adjusting the bushing nuts El. Alsothe supply of fuel to the pump 53 may be varied by adjusting the valve59 in the supply pipe 57; this valve 53 serving as a throttle to varythe speed of the engine and the governor serving to keep the speeduniform in any degree permitted by the adjustment of the throttle 58.

It will be understood that the cam blocks 59 are located on a diameterthrough the center of the shaft 6 which is close to coincidence with adiameter through the innermost portions 29 of the cam grooves of the fiywheel structure as may be understood by comparing the position of thecam block 59 in Fig. 2 with the position of the cam groovein Fig. 6;considering that the rotation 'is inthe direction of the arrow in Fig.6. Thus a cam block 59 will actuate the pump plunger M twice in eachrevolutionwhen each power piston will be at the inner end of its strokeunder simplified by avoidance of packed relatively movable parts. Thisalso is true ofthe connections 99 for the water jacket 3i partiallyshown in Fig. 6 and understood to lead to a suitable water supply.

It will be understood that modifications may occur in the constructionand operation of my improved engine; and therefore I am not limited tothe precise disclosure herein, but what I claim as new and desire tosecure by Letters Patent is:

1. In a rotary engine, a cam, a power cylinder, two opposed pistons insaid cylinder having a combustion space in the cylinder between them,the cylinder having inlet and exhaust ports uncovered by outwardmovement of the pistons, two air compression cylinders each with apiston therein, the cam being mounted for rotation, means operativelyengaging the cam with both power pistons and both compression pistons atintervals of ninety degrees of the cycle, the cam being of aconfiguration to produce two inward and two outward movements of thecompression pistons during each revolution, the actuation to compressair occurring during the power stroke of the power pistons, the aircompression cylinders communicating with the inlet port to deliver airunder pressure for scavenging longitudinally of the power cylinder whenthe power pistons reach the end of their stroke, and means to supplyfuel to the combustion space between the power pistons.

2. An internal combustion engine having a fixed power cylinder providedwith inlet and outlet ports, twopistons reciprocating oppositely withinsaid cylinder and adapted to uncover said ports near their point ofgreatest distance from each other, a cam member rotatable on an axis atright angles to said cylinder and carrying a cam symmetrical withrespect to its axis of rotation, means on each power piston engagingsaid cam to cause rotation of said cam member I on outward movement ofthe pistons, air compression cylinders communicating with said inletport and each having a piston therein provided with means engaging thesaid cam at substantially ninety degrees of its cycle from itsengagement with a power piston for actuating said compression pistons,and means actuated by the rotary cam member to force fuel into the powercylinder between the power pistons, the arrangement being such that whenthe ports of the power cylinder are open, air compressed by thecompression pistons will pass longitudinally of the combustion space ofthe power cylinder to scavenge products of combustion, the air remainingafter the closing of the ports will be compressed by the powercylinders, and fuel will cylinders, a cam upon the cam member sym}metrical with respect to its axis of rotation, means on the outer end ofeach piston in operative engagement with said cam, the shape of the camand the engagements of the pistons therewith being such as to causeequal and opposite inward movement of the air compression pistons duringequal and opposite outward movement of the power pistons for one-fourthof a revolution of the cam member, followed by equal and oppositeoutward movement of the air compression pistons during equal andopposite inward movement of the power pistons for the next one-v fourthof a revolution of the cam member, the power cylinder having an inletport for compressed air uncovered by one of the power pistons near itslimit of outward travel, and an outlet port for products of combustionuncovered by the other power piston near its limit of outward travel,both air compression cylinders communieating with said inlet portwhereby when the power pistons reach their outer limit of travel, airfrom the compression cylinders will enter the inlet port to scavenge thepower cylinder toward the outlet port, and means for supplying fuel tothe combustion space in the cylinder between the power pistons.

FRANK J. FETTE.

